Railway-traffic-controlling apparatus



March 12, I929. P. H. GEIGER RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Oct. 29, 1925 2 Sheets-Sheet l INVENTOR March 12, 1.929 ,P. H. GEIGER I 1,704,735

' RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Oct. 29, 1923 2 sh t -s 2 Patented Mar. 12, :1929.

UNITED STA TES PA ENT orrica g PAUL n. GEIGER, or WILKINSBURG, PENNSYLVANIA, assrenon 'ro THE UNION & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OI PENNSYLVANIA. g

nnrnwaY-rmrro-conrnornme APPARATUS.

Original application filed October 29,1923, Serial, in. 671,368. Divided and this a iicanommei March 14 1a2a.-- s mi No. 260,682.

My invention relates to railway traflic .con-'-' trolling apparatus, and particularly to-appae -ratus of the type comprising devioeslocated' along the trackway controlled in, accordance with traflic conditions for governing-the passage of trains.

The present case is a division of pending application, Serial No. 671,368, filed October 29, 1923, for Railway -tralfic con trolling apparatus and electrical apparatus suitable for use therein. I will describe several forms of apparatus embodying my invention, and will then point out the novelfeatures thereof in claims.

In the accompanying drawings, Fig. 1 is a view showing one form ofv railway traflic controlling apparatus embodying-my inven' t1on. fied forms of. the apparatus illustrated in Fi 1 and also embodying my invention.

d imilar' reference characters referto similar parts in each of the three views.

Referring first to Fi-g. :1; the ref 'rencechar-- acters 15 and 152 designate thetrackrails of a railway over which traflic normally moves,

f-in the direction indicated. by the arrow. 5 These rails are divided, by means of insulated joints 16, into-a plurality ofsu'ccessive track sectionsD-s-E,vEe F,.etc. Located-adjacent the entrance end offea'ch section is a pair of windings2zand 3 connected in multiple across the rails ofthe section. Associated with winding 2 'is a device ,A which constitutes means for permitting current flowing in one direction but not in the other to pass through the winding 2. This device A: is a unidir'ectional current carrying'device or asymmetric unit of any suitable type, the direction of high conductivity of the deyice A being indicated by the arrow. A similar asymmetric unit A- is associated with the winding 3. Asflhere" shown, each of-these units Aan'd Afiis icons nected in series withuthe associated winding;

and the units "are so arranged that current flowing in one direction is permitted to flowv freely through winding'2' but .not through 7' winding 3,. whereas, current flowing in the other direction is permitted toflow through winding 3 but-not winding 2.'

. A :Interposedbetween the windings 2 and" 3 and controlled thereh ,is an armaturexi co-.

operating with three xed contacts 5, 6' and 7.

When both'windings 2 and-3 are tie-energized.

Figs. 2 and 3 are views showing modi-- or j are both equally energized, armature 4 occupies its intermediate position, wherein contact 4-..5 is closed. When winding 3 is energized and winding 2 is de-energized or is energized less strongly than winding 3, armature 4 is swung to the right so that contact 4-6 isj'closed. When, however, winding 2 is ponnt,,. whicl1 pole c nger may be operated by-any suitable means not shownin the drawing. In order to simplify the description of the. apparatus, I will term the windings 2 and 3, the'associated asymmetric units A' and A and the armature .4, a relay device. Each relay device controls a signal desi general by the reference character exponent corresponding to the location and eachof which signals in'the form here shown ated in, with an comprises three electric lamps G, Y and R. These lamps are arranged to project beams of green, yellow and red light, respectively, and

when lighted they indicate respectively, proceed," caution, and stop. The proceed lamp G is provided with a circuit whichpasses from terminal 'B of a suitable source of current, through contact 4-7 of the associated'relay device to tei'minaLG of the same source of current. Caution lamp 'Y is similarly controlled by contact 4 6, and the stop lam'p R is similarly controlled by contact l 5 of the associated relaydevice. v .1 As shown inthe drawing, the section immediately to the rightof point F is occupied by a train W, so that both of the windings 2 and 3"of the'relaydevice at point F are deener ized. Contact"y4 -5 being closed, Slg

nal indicates stop. Pole changer 8 is in such position that the upper rail in section E-F -is positive, so that winding 3 of the relay device at pointE is energized. Gontact 4---6.of this device is .accordmgly closed, 'so that signal S indicates caution. Pole changer ,8 is in such position that the lower rail 15*? of section D-E is positive, whereby winding 2 of the relay device at point D is energized and'winding 3 of this device is deenergized. Contact 4-7 of this relay device is accordingly closed, so that signa S indicates proceed. When the train W passes out of the section immediately to the right of point F, signal S will change to the can-- tion indication and pole chan er S will then be reversed, so that signal to the proceed indication.

Referring now to Fig. 2, I have shown a four-indication signaling system in which each section is provided with two track relays 10 and 11 connected in series "across the track rails adjacent the entrance end of the section. Each relay 10 is provided with a E will change .shunt including an asymmetric unit A whereas, each relay 11 is provided with a shunt including an asymmetric unit A The units A and A are oppositely disposed, so that current of one polarity but notthe other .is forced to flow through relay 10, whereas,

7 that is forced by unit A to flow through rent of the other polarity.

the relay 11', but opposes the passage of our- Each of the signals in the arrangement here shown is of the two-armsemaphore .typc, jand each signal is controlled by the associated relays 1'0 and 11 in the following mannerLWhen both relays are de-energized (see's ignal S both semaphore arms 25 and 26 are in the horizontal position indicating ,jstop; 'When relay 11"is energized and rel'ay 10 is de-energized, (see signal S a caution indication circuit "is closed for sema-- ph'o'reiarm '25, which circuit passes from terminal B of a suitable source of current not-shownin the drawing, through contact 21- of relay 11 and'operating mechanism of semaphore 25 to'tcrminal C of the same Source of current. The signalthen indicates "zpfioceed prepared to stop at next signal.

en relay 1.0.is energized'and relay 11 de- S) the circuit for semaphore arm 26 iiso an at back contact 17 of relay 11 but the cautlon circuit for semaphore arm 25 is still closed at contact 18 of relay 1.0. -A proceed circuit for arm 25 is also closed, which circuitp'asses from terminal B through front contact 1.9 of

relay 10, front contact 22 of-relay 11, and

the operating mechanism of arm 25 to terminal C. Semaphore arm 25 is then in vertical position so. that the signal indicates proceed;

As shown in the drawing, the section immed-iately to the right of point'H is occupied by a train W, so that both relays 10 and" 11- at point ,H are deenergized, with the res suit that signal S indicates stop. ,Current is now supplied to the rails of section FH' from the secondary of the transformer29 the primary of which is constantly supplied with alternating signaling current from a generator J 'through the medium of a transmission line 30. The circuit r section F--I-I is from the left-hand terminal of the secondary of transformer 29, through wire 31, the rail 15, and from rail 15, through reactance 24, wires 32 and 33, as mmetric unit A back point of contact-23 o relay 11 and back point of contact 20 of relay 1 0 {tothe right-hand terminal of the secondary oftransformer 29*. Asymmetric unit A is-so connected in this circuit that current can flow from the right-hand terminal of the transformer secondary to the left-hand terminal but not in the other direction, and, consequently, relay 11 at point F is energized and relay 10 at the same point is deenergized. The circuit for supplying current to the rails of section EF is the same as the circuit for section F'H, except that the current for section E-F .passesthrough Y asymmetric unit A and the front point of contact 23,, instead of through unit A and the back point of contact 23. -C'onsequently, at pointF 'thecurrent can flow from the left hand terminal of the secondary of trans former 29 to the ri t-hand terminal but not in the other directlon. The result of this is that at point E relay 10 is energized andrelay 11 is tie-energized. The circuit for supplyingcurrent to the rails of section D-E passes from the secondary of transformer 29, through wire 31, the rail 15, and from rail 15 through reactance 24,. wires 32 and 34,

jgcnergiz'ed (see si; '3;nal-,IS)," the caution indisand the front point of contact 20 of re- 'cation'circuit for semaphore arm 25 passes from terminal B,'th'rou h contact 18 of're- T29 4 lay 10, and the semap ore arm operating' mechanism. to terminalC. ;A- circuit for semaphore arm 26 is also closed, which cir.'-.

w 1 relay 10. and the c -"proceed with caution. 65

j to terminal lay 10 to the secondary of transformer It follows that alternating current is supplied to the rails of section D-E so that both relays 1-0 and-11 are energized. Alternating current will accordingly be supplied tothe section to the left of point B because relay'10 at point D isenergized.

When the train W ,passes'out of the section to the right ofpoin-t H, relay 11 at point H will become energized, so that at point F,

relay 11 will become tie-energized and relay dication.

will become energized. Both relays 10 and 11 at point E will then become energized, so that signal S will then give a proceed in Referring now to Fig. 3, the apparatus here shown is similar to that shown in Fig. 2,'except that the signaling system is of the three-indication type. That is to say, each signal S is adapted to indicate stop, caution and proceed, and, as here shown, each of these signals is of the one-arm semaphore typel Each signal is provided with a cantionindication circuit including front contact 12 of the associated relay 10, and with a proceed indication circuit including front contact 17 of the associated relay 11. It follows that each signal will indicate caution -when relay 10 is energized, proceed when relay 11 is energized, and stop when both of these relays are tie-energized.

As shown in the drawing, the section immediately to the right of point F is occupied by a tram W, so that both relays 10 and 11 at point Fare de-energized, with the result that signal S indicates stop. The rails of section EF are now supplied with current which passes from'terminal B of a suitable source, through back contact 22 of relay 11, back contact 19 of relay 10 to lower rail 15, and from upper rail 15, through back contact 18 of relay 10, and back contact 21 of relay 11 to terminal C of the same source. This current is in such direction as to energize relay 10 at point E but not relay 11 at the same point. Signal S accordingly indicates caution, and current is supplied to the rails of section D-'E from terminal B, through front contact 20 of relay 10 to the upper rail 15, and from the lower rail 5 through front contact 27 of relay 10 to terminal G of the same source. This current flows in such direction that at point D relay 11 is energized and relay 10 is de-en'ergized. Signal S accordingly indicates proceed, and the supply of current to the rails of the sect-ion to the left of point D is as follows From terminal B, through front contact 23 of relay 11 to rail 15, and from rail 15*, throu h front contact 28 of relay 11 to terminal This current flows in the same direction as that supplied to section D-E, so that at the next point tothe left of point D relay 11 will be energized and relay 10 deenergized. v

Although "I have herein shown and described only'a few forms of railway traflic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus-described my invention, what I claim is:

- 1. In combination, a section of railway track, means for reversibly supplying current nected with the rails of the section, asymmetric units associated with said windings for permitting current of one polarity but not of the other to pass through one winding and for permitting current of the second polarity but not of the first to pass through the other winding, and a trackway signal controlled jointly by said windings.

2. In combination, a sect-ion of railway track, means controlled by trafiic conditions ahead of said section for reversibly supplying current to the rails of the section, two relays connected-with the rails of said section, asymmetric units associated with'said relays for permitting current of one polarity but not of the other to pass through one relay and for permitting current of the second polarity but notof the first to pass through the other relay, and trailic governing means for said section controlled by said relays.

3. In combination, a section of railway track, two relays connected with the rails of said section, asymmetric units associated with said relays for permitting current of one polarity but not of the other to pass through one relay and for permitting current of the second polarity but not of the first to pass through the other relay, traflic governing means controlled by said relays, and means for reversibly supplying current to the rails of said section.

4. In combination, a section of railway track, two windings connected with the rails of said section, asymmetric units associated with said windings for permitting current of one polarity but not of the other to pass through one winding and for permitting current of the second polarity but not of the firstto pass through the other winding, traflic governing means controlled by said windings, and means for reversibly supplying current to the rails of said section.

5. In combination, a section of railway track, two relays connected with the rails of said section, asymmetric units associated with said relays for permitting current of one nected with the rails of each section, asymmetric units associated with the relays for each section for ermitting current of one polarity but not 0 the other to pass through one relay and for permitting current of the second polarity but not of the first to pass through the other rela whereby one relay or the other is energize according as the section is su plied with current of one polarity- Q. units associated with the relays for each section for permitting current of one polarity but not of the other to pass through one relay and for permitting current of the second p0 larity but not of the first to pass through the 7 other relay, whereby one relay or the other is energized according as the section is supplied with current of one polarity or the other and both relays are energized when the section is supplied with alternating current, traific governing means controlled by ,said relays, a source of alternating current for each section, means operating when one relay of a section is energized to connect the source for the section in the rear directly with. the rails, and means operating when said one relay is de-energizcd to connect said source with the rails through'one asymmetric unit or another according as the other relay is energized or de-energl-zed, said last mentioned units being arranged to pass currents of op-.

'. posite polarities.

.8. In combination, a plurality of successive sections of railway track, two relays connected with the rails of each section, asymmetric units associated with the relays for each section for permitting current of one polarity but not of the other to pass through one relay and for permitting current of the second polarity but not of the first to pass through the other relay,'trafiic governing means controlled by said relays, and means controlled by the relays of each section for reversibly supplying currcntto the rails of the section next in rear.

9. In combination, a plurality of successive sections of railway track, two windings receiving current from the rails of each section, means associated with one winding of each section for permitting current flowing in one direction but not in the other to pass through the winding, means associated with the other memes winding of each section for permitting cur rent flowin inthe said other direction: but not in the rat-direction to pass through the winding, traflic governing means controlled by said windings, means for supplying current to the rails of each section, and means controlled by the windings of each section for determining the direction of the flow of cur rent in the rails of the section next in.- the'rear.

10. In. combination, a plurality of successive sections of railyvay track, two relays receiving currentlfrom the. rails of each section, means associated with one relay of each section for permitting current flowing in one direction but not the other to pass through the relay, -means associated with the other relay of each section for permitting current flowing in the said other direction but not in.

the first direction to pass through the relay,

traflic governing means controlled by said relays, means for supplying current to the rails of. each section, and means controlled,

by the relays of each section for determining the direction of the flow of current in the rails.

of the section next in the rear.

11. In combination, a section of railway track, a source of alternating current connected with the rails of said section, two relays connected with the rails of said section,

asymmetrical units associated with said. re-

lays for permitting current of one polarity but not of the other to pass through one relay and for permitting current of the otherpolar-- ity but not of the first polarity to pass through the other relay, traffic governing means for said section, and means for operating said traflic governing means only when said relays are both energized.

12. In combination, a section oi railway track, a source of alternating current connected with the rails of said section, two relays connected with the rails of said section, asymmetrical units associated with said relays for permitting current of one polarity but not of the other topass through one relay and for'permitting current of the other polaritybut not of the first polarity to pass through the other relay, a traflic governing device capable of assuming a more restrictive or a less restrictive condition, and means, for causing said device to assume its less restrictive condition and when and only When said two relays are both energized.

In testimony whereof I aflix my signature.

PAUL H. GEIGER. 

